Pressed metal roadster body



J. LEDWINKA June 9, 1931.

1 t e e h S s t e e h. S 2 Y D O B 6 2 9 1 5 D. A9 0 H Ma J Md Me 1 Di EF 5 s E R P INVENTOR.

JO5 EPH LEDWINKA BY ATTORN Y.

J. LEDWINKA PREssEn METAL- ROADSTER BODY Fil ed Jan. 9, 2 Sheets-Sheet 2 NVENTOR.

JOSEPH LEDWINKA A TTORNE Y.

Patented June 9, 1931 UNITED STATES PATENT OFFICE J'OSEPfi LE'DWINKA, F PHILADELPHIA, PENNSYLVANIA, ASSIGN'OR TQEDWABD G. ."BUDD MANUFACTURING 00., OF PHILADELPHIA, PENNSYLVANIA, A. CORPQRATION 0F IENNSYLVANIA PRESSED METAL RQADSTER BODY Application filed January 9, 1926. Serial No. 80,362.

The type of body in which I have embodied my invention is a roadster. Of course it is immediately adaptable to coups, and,

with more or less modification, is without doubt adaptable, in some parts at least, to other types of bodies. The prime object in this case, as almost always, is the simplifying and lightening of the structure'without impairingits strength where strength is needed, and attaining an actual increase of strength where increase of strength is desirable. Simplification not only leads directly to lowered cost of production, due to lower cost of die stamping operations, but also leads to lowered cost through the attaining of a greater accessibility for electric welding operations as well as die Stamping operations.

These ends and others which will appear hereinafter I secure in the main through an improved construction or" the main body side sills and their associated parts, particularly the anchorages of the various door posts,

toe board supports, brackets, cross braces, and the like, thereon. From this point of view, the improvement in the sill and related structures may be said to be the secondai'ypbject of my invention.

This improvement is attained by using in the various portions of the sill, sections which combine the advantage of peculiar adaptability to the portion of the sill in which they are used with a peculiar adaptability of oinder or one-piece formation with other sections of thesame sill. Thus in the embodiment I illustrate, I have joined together in series from front to rear an upwardly-presenting channel portion at the fore end of the sill, a downwardly-presenting threshold por-' tion, an upwardly-presenting seat and floor portion, all of channel form, and an angle sectioned rearmost portion of peculiar adaptation to therear end. Yet each of these portions is at the same time of peculiar adaptability for one-piece formation or for integral joinder with each other. The portions themselves are such as adapt, and they are provided with formations especially adapting, them for effective correlation with all parts which connect therewith, notably door posts, toe boards, brackets, cross braces, etc.

I have given the front seat structure in conjunction with sills, cross braces, door posts, end deck, especial attention, and it forms a substantial part of my invention. So, too, does the deck seat structure, both in its relationto the sills and in its relation to the deck itself.

Other substantial features of my invention will appear the more properly, as well as the more fully, in connection with the detailed description.

The embodiment to which E refer is shown in the drawings. Ofthe drawings Figures 1 and 1 together represent a cene5 tral longitudinal vertical section of the body of my invention.

Figures 2 and 3, appearing on Sheet 1, and Figures 4'to 9, appearing on Sheet 2, are all transverse sections of the main body side sills and associated structures, as the case may be, taken, respectively, on the correspondingly marked section lines looking in the direction of the applied arrows.

Figures 10 and 11 are, respectively, horizontal sections through the right hand corner of the shroud pan and cowl, taken as indicated by correspondingly numbered section lines in Figure 1.

Figures 12 and 13 are, respectively, sections of the front door posts taken on correspondingly numbered and directed section lines of Figure 1, showing the hinge portions of the posts in horizontal section.

Figures 14 and 15 are, respectively, horizontal sections of the bottom and top ends of the rear door post, taken on correspondingly numbered and directed lines of Fig ure 1.

Figure 16 is a view taken on line 1616 of Fig. 1".

Figure 17 is a fragmentary plan view at .the rear corner of the body showing the ends of the side and rear sills and the manner of their joining together.

The main body side sills are designated generally in both Figs. 1 and 1a by the numeral 20 applied generally beneaththe bottom of the sill without lead lines. Each side sill is comprised longitudinally of four difier- 100 ent portions. Commencing at the fore end there is the toe board portion designated specifically 21,- next there is the threshold portion designated 22, next there are front seat and deck seat floor-board portions designated specifically 23, and last there is the rearmost or deck seat portion designated specifically 24. j

The threshold portion 22 is of inverted channel cross section as shown most clearly in Fig. 4. The side walls of the channel cross section are provided with flanges 25 and 26 extending,'both of them, away from the channel. They are, however, at different levels, the inner one 26 being at a higher level than the outer 25. The outer flange 25 has its outer ed e downturned as at 27. .So constructed the idottom 28 of the channel section constitutes the threshold itself, the vinsideflange 26 forming a seat for the floor boards and certain of the cross braces of the body structure, the outer flange 25 in connection with the outer side wall 22 forms a rabbet for the reception of the bottom edge of the door indicated in Fig. 4 in the dotted lines, and the downturned edge flange 27 a finish and'strengthenin flange juxtaposed to which is the overlapplng bottom edge of the door as indicated. This is all as set forth and claimed in -my copending application, Serial No. 740,425, filed September 29, 1924, body side sill construction. Up on this portion of the sill are erected the front and rear door posts as clearly appears in Figs. 1 and 1a. The front and-rear ends of this threshold portion are extended forwardly and rearwardly of the front and rear door posts to make joints with the toe board portion 21 and the seat and floor board portion 23-, respectively. The portion 22 is stiflened, straightened and stren hened bythe addition within the 'inverte channel main body of the portion of a second inverted channel 29 also of pressed metal as clearly appears in Fig. 4 and extending between the points 30 and 31 as indicated-in Figs. 1 and 1a beneath the anchorages of the door posts.

The toe board section 21 is formed by the toe board supporting bracket itself. This bracket is triangular in shape in its main body as clearly appears in Fig. 1. On each of its three sides it is flan ed inwardly of the body of the car. "The ange 32 on the front side is secured to the shroud pan 33 which is rearwardly depressed in this region. The flange 34 of the top side has its inner edge downturned at 35 and inturned as at 36 to support the floor boards 37. The top flange 34 and the lower branch thereof 36 are each secured to the top fore end of the threshold section 22 of the sill by means of tabs 38 extending rearwardly and overlying the bottom 28 and the inturned flange 26 respective ly of the threshold section. The bottom flange 39 has its inner edge upwardly turned is distinguished from the section of Fig. 4-

as the outer side wall of the channel section is extended downwardly and the outer flange 25 correspondingly lowered to rest upon the flange 39 of the toe board portion 21 and be secured thereto. The outer portion of the flange 25 and the depending flange 27 shown in Fig. 4 are omitted forwardly of the front posts. When the overlapping parts' 26, 41, 25, 39, are welded together, there results an integral joint of box cross section and elongated form, which is not only made by welding with extreme facility due to the openness of its joint and the relations of its material entering therein, but also is of extreme rigidity, strength and durability. Moreover, the outlines are regular, well adapted to conform to the contour of related parts and of body panels, yet free of a surplusage of parts or branches, and of such open construction that the parts may be most accurately, simply and economically stamped out. 9

The front seat and deck floor board portion 23' is shown in Fig. 1a and related figures. Its upturned or obverted channel cross section as compared with the downturned or inverted channel cross section of the threshold portion 22 clearly appears in each of Figs. 6 to 8. The inner sidewall is provided with the inwardly extending flange 42 in the plane of the inwardly extending flan e 26 of the threshold portion 22, like the ange 26 for supporting the floor boards of the bod The bottom wall 43 lies in substantially e same horizontal plane as the bottom flange 39 of the toe board portion 21 and the bottom edge of the downturned portion 27 of the threshold ortion. Portion 23 makes an elongated oint with the portion 22 in the rear of the rear door post as shown in section in Fig. 6. Flanges 42 and 26 are overlapping throughout the elongated joint appearing in Fig. 1a..

The outer wall of the portion 22 is extended downwardly and flange 25 depressed as in case of the fore joint shown in Fig.

the seating upon the bottom wa 43 of the sill portion 23 throughout the length of the.

j oi'nt. So we have in this case of joinder between portions 22 and 23 an elongated box joint having all the advantages set forth in connection with the similar oint between the fore portion 21 and the threshold portion 22 of the sill. In addition to the welding of the parts 26,42 and 25, 43 together, rivets may be employed if desired.

The angle section rea-rmost portion 24 is formed in one piece with the obverted channel section portion 23. Its shape is delineated in Fig. 9. It includes in its body the upward bend 44 commonly known as the kick-up and by means of which the hinder part of theportion 24 is made to lie in a plane above the forepart of the body side sill to provide for the free movement of the rear axle of the vehicle upon which the body is used. Not only does the angle section lend itself more readily to the formation of the kick-up than do either the inverted or obverted sections of the portions 22, 23 of the sill but it possesses a number of other advantages which will presently be apparent.

The front door post 45 is erected upon threshold portion 22 substantially upon the rear end of the box joint of Fig. 3 between this portion and the toe board portion 21. This door post is of angle cross section facing outwardly and forwardly. Its inner branch 46 has its lower end 47 inturned upon the'bottom 28 of the channel section of portion 22 '(Fig. 3) and secured thereto. The outer branch 48 is extended downwardly and is seated and secured upon the outer flange 2501 the threshold portion 22'. An angle bracket 49 having one arm secured to the outwardly extending branch 48 of the post and the other arm overlying the joint between parts 25 and 39 and secured thereto increases the stiffness and security of the post anchorage. The inner branch 46 lies substantially-in the plane of the outer wall of the inverted channel of the sill.

The cowl paneling 50 of the bod is secured in place over the fore part of t e body frame so constructed by inturning of flange 51 on its forward end and welding it to the shroud pan 33, and by inturning a flange 52 on its rear end and lapping it on the inner face of the outwardly extending branch 48 of the post 45 as shown in Figs. 12 and 13. Moreover, this outwardly extending branch 48 has its outer edge inwardly flanged as at 53 and the cowl panel 50 and its flange 52 are neatly nested within the an le of the flange. Still further, the apex o the angle between the cowl flange 52 and the body 50 is re-entrantly bent as at 54 to provide a. rabbet for the overlap of the door and the flange 53 of the post is seated within this rabbet. Parts are spot welded together through the ready access afiorded through the open front 55 side of the post 45, being welded both between the flange 52 and branch 48 and between flange 53 and the rabbet 54.

The windshield supporting bracket 55 and the door hinges 56 are of a structure not en- 90 tering into the present invention.

The rear door post 57 is of'channel cross section facing longitudinally and rearwardly of the body as shown in Figs. 14 and 15. Its lower end is anchored on top of the bottom 66 wall 28 of the threshold portion 22 through sill.

an angle bracket 58 of the form shown in Fig. 16. The bottom wall 28 of the sill is depressed as indicated at 59 (Fig. 1a) to accommodate the lower branch of this bracket. To the upper branch of the bracket lying at the fore end of the depression is secured the bottom wall of the channel section post. The inner side wall and bottom of the post are spot welded to the bottom wall of the channel. The inner side wall lies substantially in the plane of the inner side wall of the sill and the outer side wall lies substantially in the plan of the outer side wall of the Figures 14 and 15 is outwardly and rearwardly or reversely flanged as at 61. The bottom of the flange 61 is extended clownwardly and into securement with the outer flange 25 of the threshold portion of the sill. The flanks 62 of the body side paneling are connected at their fore edges with these flanges 61 of the rear posts 57. Connection is made by inwardly flanging the panel as at 62 and nesting the angle of the flange upon and within the angle of the flange 61.v The apex of angle 63 and panel 62 is re-entrantly bent at 64 to form a rabbet for the door overlap as in the instance of the angle between flange 52 and body 50 of'the cowl panel.

Tnterconnecting the body side sills in the region of the front seat is a body cross'brace 65 of inverted channel cross section having its side walls flanged outwardly and seated upon the inturned flange 42 of the seat and floor board section 23 of the sill just behind the joint of Fig. 6. These flanges are welded together. This channel section cross brace 65 is of considerable width. Seated upon and secured to it by flange 66 is the lower edge of a seat back panel 67 extending transversely of. the body. Securement is near the rear side of brace 65, leaving a large margin between it, and the front side for the support of the rear margin of the front seat. The front margin of the front seat is supported The outer side wall designated 60 in by the structure shown in Figs. 1a and 5.

The seat back does not extend all the way to the top of the panel 62 but ends at an intermediate point 68. Vertically extendingv angle braces 69 are secured to the body of the panel to stiffen the same. They have their lower ends rearwardly flanged and founded.

on the top of the cross brace 65 rearwardly of the panel 67. They have their upper ends extended rearwardly and upwardly as at .70. At their upper ends they support a garnish rail structure 71 which extends from the top] of the side panel 62 near the posts 57 rear-.

wardly across the body of the car.

The top deck panel 72 is supported jointly from the top ends of the braces 70 and the connected garnish rail 71 and the top edges of the side panels 62; The connection with the garnish rail 71 and braces 70 is by means of overlapping flanges welded together as shown in Fig. 1a. Connection with the side panels is by means of a seam welded joint which does not appear in the drawings.

. Also erected upon the sill portion 23 is an angle bracket 75 of pressed metal having one arm 76 extending t-ransyersely of the upturned channel section of the sill and the other arm 77 extending vertically upward cross section presenting outwardly. Its side walls are flanged outwardly of the channel and it is secured to the bottom wall of the sill by the flanges and to the flange of the sill by its own bottom wall as appears clearly in Figs. 1a and 8. Socket 78 is comprised of an apertured compression block 79 appropriately secured between the channel of the bracket and the panel wall.

Carried by the rearmost portion of the sill 24 is a flooring comprised of a seat pan 80 anda heel board 81. The seat pan 80 forms the bottom of the deck seat referred to. Its opposite ends are seated directly upon and welded to the lower branch 82 of the angle section of the sill. (Fig. 9.) It is substantially of plane form and interconnects the ends of the sills in the rear of the kick-up portion 44. The heel board 81 is similarly mounted and secured upon the kick-up portion 44. Its rear edge is lap welded to the fore edge of the seat pan 80, its body rests at its ends upon the inturned branch of the angle section, and its fore edge is shouldered and flanged as at 83 to position and support the floor boards in the plane of the flange 42 provided for that purpose in connection with the portion 23.

A rearmost body sill 84 interconnects the rear ends of the portions 24. The ends of the sills are interconnected by means of diagonally extending gusset plates 85.

Intereonneecting the side panels 62 and having'its ends seam-welded thereto is the rearmost panel. 86. The bottom edge of this panel is lapped under and welded to the rearmost sill 84. The top edge 87 is provided with a Dutch bend which encloses and is secured to the upper edge 88 of the seat-back panel 89. This seat back panel is formed integrally with the seat pan and is inclined upwardly and rearwardly and braces strongly the rearmost panel 86. As indicated. a seat pan 80 is made in two parts joined together by upstanding flanges 90, and the seat back 89 is connected with the rearmost of these two parts; but the seat pan 80'and the back 89 maybe made in one piece if desired. r Between the rear panel 86 and the upper deck panel 72 is formed the deck door opening 91 which is closed by the deck door 92. The opening is encompassed by inturned flanges 93 on each of the several panels which surround it. Flanges 93 are reinforced by an interior Z-sectioned rail 94 having its main body and one arm thereof nested in the angle of the flanges 93, and having its other arm provided with an upturned flange 95 forming between itself and the main body a drip channel. Rail 94 has its main body welded to flange 93. It extends around three sides of the opening, the top and the lateral margins, and at the bottom ends the drip channel may discharge into suitable conduits (not shown). The rails 94 and the side panels 62 are braced from the main body side sills by the erection ofchannel sectioned braces 96 and 97 in the angle of the rearmost sill portion 24 and extending them to engage the main body of the rails 94.

Supported from the rearmost of these braces 97 by brackets 98 is the deck door 92. This door comprises an outer panel 99 having inturned flanges 100 around its entire margin. The panel is supported, reinforced and stifl'ened at its front end side edges by Z-sectioned door rail 102 welded to the flange by one arm of the Z and constituting a rabbet by the other arm and the main body of the Z, the rabbet accommodating the drip channel of the rail 94. The rear rail (not numbered) connecting the rear side portions of the rail 94 is, as shown in Fig. 1a, of angle shape in cross section. Brackets 98 are V shaped and connected to the inner arms of the Zsectioned rail 102. At the apex of the V, 103, the bracket is pivoted to brace 97 at such an elevation with respect to the distance from the braced edge 91 of the rearmost panel 86 that the door can be swung backwardly about pivot 103. and will, when panel 99 engages the reinforced edge 87, or when it is stopped by appropriate checks (not shown), have the proper angle to constitute it a seat back. The upholstery is secured within the frame of the door constituted by rails.

The rear margin of the door 92 when open abuts the flanges 90 by means of which the seat pan 80 and the seat back 89 are connected, abuts them before the body of the panel strikes the upper edge 87 of the rear panel 86.. The flanges interconnecting the seat pan and seat back thereby act as transversely-extending stops engaging the rear margin of the door throughout its length to prevent normal engagement with theedge 87 of the rear panel 86.

The front seat support shown in Figure 1a at the broken. away fore end is as has been said partly shown in Figure 5. The broken away showing makes the remainder of the structure clear. The heelboard 104 is continuous from one rear door post to the other.

Its sides are seated .uponthe tops28 of the threshold portion of the sill structure. Its front is however depended to the level of the floor board supporting flange 26 and there is provided with a transversely-extending ange 105 secured to the floor board supporting flange 26.

The garnish rail 71 is of inverted channel cross section the rear wall 106 of which is downwardly extended all the way to the top of the deck 72 and the flank 62. Both the deck 72' and the flank 62 are provided with upturned-flanges 107 welded exteriorly on the down turned rear Wall 106 of the garnish rail, as clearly appears in the upper part of Figure 1a.

The channel braces 96 and 97 have their upper and lower ends deflected laterally in the one case to make eflective connection with the rail 94 and in the other case to make efiective connection with the horizontal branch of the tonneau side sill 24: and yet leave the vertically-extending'main bodies in a plane convenient for the connection of pivot 103. Securement to the rail 94 and sill 21 is by means of the outturned flanges of the channel walls of the members.

-An instrument board support 108 is shown in dotted lines in Figure 1 welded -to the under turned flange of the garnish rail formed on the rear upper margin of the cowl 50 and also to the inner branch of the body post 45.

This structure is especially devised for effecting the following unit assemblies by means of which production is simplified, shipping cheaper, and final assembly facili tated: A cowl assembly comprising all of the parts shown in Figure 1 exceptin the toe card portion 21 and the threshol portion 22 of the sill. A sill sub-assembl com rising the assembled portions 21 an 22 o the sill. A rear deck assembly comprising allv of the parts shown in Figure 1 with the ex ception of the seat support 104 and the seat pan which it carries. final assembly unit joints on each side are two in number, first, that between the cowl and sill sub-assembly, and, second, that between the sill sub-assembly and the deck subassembly. Both of these joints are longitudinally-extending, are wholly accessible from the interior of the body and from beneath the body on final assembly, and most easily made at that time. The openness and the rectilinear nature of the joints render them especially adaptable for quick and accurate jlgging. Finally, the fact that both of these final assembly joints on each side of the body lie interiorly of the cowl and deck sub-assembly structures enables the structures to be packed and shipped without dang er of marring any of the parts to be joined.

here are no projecting joint parts of any sort. All of the several sub-assemblies are in the main of rectilinear outline andthereby ma be stacked very compactl in storage an shipment. The method 0 so dividing the structure into sub-assemblies for final as- This means that the" sembly is an important part of my invention.

The modifications of which my invention may be found susceptible without departin from. its generic spirit should be patented to me through the Letters Patent resulting herefrom as well as the-embodiments which I have shown and which I am building for the trade at this time.

What'I claim as new and useful is:

1. A sill structure for automobile bodies comprising inverted and obverted metal channel sections arranged end to end with their adjacent ends overlapping and longitudinally joined together in their overlapping portions throu h their side walls on onevside and throng a bottom wall and a side wall on the other.

2. A sill structure for automobile bodies comprising a pressed metal sill section of downturned channel formation having laterally flanged side walls, together with a sec- 0nd pressed metal sill section of different cross section: in extension of said first-named sect-ion and having one end thereof in overlapping relationwith the under side'of the adjacent end of said first named' section and longitudinally joined to the flanges of said side walls. r

3. A sill structure for automobile bodies comprising inverted and obverted pressed metal channel sill sections connected end to.

end to extend longitudinally in alternate series with each othen.

4. A sill structurelfor automobile bodies comprising a threshold sill" section of inverted -channel form, and a seat sill section arranged end to end to said threshold sill sectionin longitudinalextension thereof 01' obverted channel form.

5. A sill structure for automobile bodies comprising a pressed metal threshold sill section of inverted channel form, a pressed metal seat sill section of obverted form, and a pressed metal rearmost section of angle form joined together end to end in longitudinal series.

6. 'A pressed metal body sill for automobile bodies comprising a threshold sill section of inverted channel form, a deck seat sill section of angle form, and an intermediate deck seat flooring sill section of obverted channel form, all joined in end to end relation.

7. A pressed metal body sill having a rear portion formed as a unitary stamping including a kick-up, said ortion being of channel cross section in a Vance of the kick-up,

and of angle cross section in and in the rear of the kick-up.

8. A pressed metal body sill including a kick-up portion, of u turned channel cross section in advance of t e kick-up portion and having the inner walls of the channel section laterally flanged, and of angle cross section in the rear of the kick-up in combination with a seat pan seated on the bottom of the.

angle section and a heel board having its and to the sill flange through its bottom 'wall.

rear edge making lap joint with the seat pan and its fore end shouldered and flanged in the plane of the channel section flange of the sill;

9. A pressed metal automobile body comprising main body side sills of upturned channel cross sectlon, a cross brace there between of inverted channel cross section, and a seat back having its bottom connected with the bottom of the inverted channel.

10. In a pressed metal automobile body, main body side sills of upturned channel cross section, the'inner side walls of which are provided with inwardly extending flanges, cross braces of obverted channel cross section seated on said flanges, and a seat back carried by the bottom of said channel cross section brace.

11. A pressed metahautomobile body comprising a wide, flat body cross brace of inverted channel cross section', a seat back supported from the rear margin of said wide, flat body cross brace, and a seat sup orted upon the forward portion of said wi e, flat body cross brace, so as to constitute the fore portion thereof the rear support for the seat.

12. In a pressed metal automobile bod in combination, a cross brace of inverted c annel cross section, a seat back having a lower edge flanged forwardly seating on the channel bottom, and seat back braces of angle cross section connected with the seat back and having and a so seated onsaid channel member.

13. Apressed metal automobile body com- I prising a cross brace structure, a deck structure, a seat back of less than the full height of the deck from the cross brace having its bottom ends secured to the cross brace and a, brace from the upper portion of the seat back to thedeck thereof.

14. A pressed metal automobile body, in combination, a main bod side sill of upturned channel section and means to support a step from the exterior of the body comprising an angle bracket having one arm secured to the bottom of the silland the other arm projecting upwardly parallel to the 7 plane of the body panel and secured thereto.

15. A pressed metal automobile structure comprising a main body side sill of upturned channel cross section, a body side panel con-' neoting therewith, and a step support comprising a pressed metal bracket also of channel cross section but facin outwardly, and

havin side walls connecte with the bottom 7 their lower ends flanged rearwardly 17 In an automobile body, a rear deck structure comprising side sills and a seat pan interconnecting the sills, said seat pan com-.

prising a stamping extended upwardly at the rear to serve as a transverse brace for the his signature.

JOSEPH LEDWINKA. 

